Project Blackbook PDF

USE OF PLASTIC WASTE AND E-WASTE IN FLEXIBLE PAVEMENT
USE OF PLASTIC WASTE & E-WASTE IN

FLEXIBLE PAVEMENT
Submitted in partial fulfillment of the requirements
of the degree of
BACHELOR OF ENGINEERING
By
CHANDRASHEKHAR BHARAT THOMBARE (101)

DEEKSHITH RAMANAND HEGDE (29)
PUJAN RAMDAS KHARKAR (47)
SUDARSHAN MAHESH DONGARE (21)
Guide:
Prof. SHREYAS PANDE
CIVIL ENGINEERING
CHHATRAPATI SHIVAJI MAHARAJ INSTITUTE OF

TECHNOLOGY, PANVEL
UNIVERSITY OF MUMBAI
2018-2019
I CSMIT / 2018-19
CERTIFICATE
This is to certify that the project entitled “Use of Plastic Waste & E-waste in Flexible
Pavement” is a bonafide work of Chandrashekhar B. Thombare (101), Deekshith R.
Hegde (29), Pujan R. Kharkar (47), Sudarshan M. Dongare (21) submitted to the
University of Mumbai in partial fulfillment of the requirement for the award of the degree of
“Bachelor of Engineering” in “Civil Engineering”.
Supervisor/Guide
Head of Department Principal
II CSMIT / 2018-19
PROJECT REPORT APPROVAL FOR B. E.
This project report entitled Use of Plastic Waste & E-waste in Flexible Pavement by
Chandrashekhar B. Thombare (101), Deekshith R. Hegde (29), Pujan R. Kharkar (47),
Sudarshan M. Dongare (21) is approved for the degree of “Bachelor of Engineering” in
“Civil Engineering.”
Examiners
1.---------------------------------------------
2.---------------------------------------------
Date:
Place:
III CSMIT / 2018-19

DECLARATION
We declare that this written submission represents our ideas in our own words and where
others' ideas or words have been included, we have adequately cited and referenced the
original sources. We have also declared that we have adhered to all principles of academic
honesty and integrity and have not misrepresented or fabricated or falsified any
idea/data/fact/source in our submission. We understand that any violation of the above will be
cause for disciplinary action by the Institute and can also evoke penal action from the sources
which have thus not been properly cited or from whom proper permission has not been taken
when needed.
-----------------------------------------
Chandrashekhar B. Thombare (101)
-----------------------------------------
Deekshith R. Hegde (29)
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Pujan R. Kharkar (47)
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Sudarshan M. Dongare (21)
Date:
Place:
IV CSMIT / 2018-19
ABSTRACT
Many road agencies have been experiencing the problem of the failure of pavements like
potholes, roughness, cracks, etc. which leads to poor performance of roads and its life. The main
purpose of this study is the use of recycled plastic components of E-waste and plastic waste
(LDPE) in the flexible pavement. This is an alternative solution to administer the growing
quantity of the E-waste. Several studies have verified that plastic can also be used in
experimental works related to flexible pavements, bitumen and bituminous mixes are modified
in order to improve the performance of bituminous concrete mixtures.
To study the use of e-waste as an alternative to conventional material like aggregate in a
DBM layer of flexible pavement along with partial replacement of bitumen with plastic by the
wet mix process. The results obtained in laboratory investigation indicate not only the increase
in strength but also a considerable reduction in cost is seen. From the experimental work, it is
clear that the properties of laboratories designed a bituminous mix for DBM are much more
superior to those of the control mixes entirely composed of mineral aggregates and can be
effectively used in practical applications.
KEYWORDS-Replacement, E-waste, Plastic waste, Flexible Pavement, Marshall Stability
V CSMIT / 2018-19
Index
Chapter Contents Page No.

1 Introduction…………………………………………….. 1-10
1.1 Flexible Pavement…………………………………. 1
1.2 Plastic………………………………………………. 5
1.3 E-waste……………………………………………... 8
1.4 Benefits of plastic Waste and E-waste Roads……… 9
1.5 Problem Statement…………………………………. 9
1.6 Objective……………………………………………. 10
2 Literature Review………………………………………. 11-15
2.1 Introduction………………………………………… 11
2.2 Literatures About Utilization of Waste Plastic and E- 11
waste………………………………………………...
3 Methodology……………………………………………... 16-33
3.1 General……………………………………………… 17
3.2 Collection of Materials……………………………... 17
3.3 Material Testing…………………………………….. 21
3.4 Marshall Stability Test……………………………… 28
4 Result And Discussion…………………………………... 34-38
4.1 Result………………………………………………... 34
4.2 Discussion…………………………………………... 38
5 Conclusion And Future Scope…………………………... 39
5.1 Conclusion…………………………………………... 39
5.2 Future Scope………………………………………… 39
6 References………………………………………………... 40
VI CSMIT/ 2018-19
List of Tables
Sr. No. Table No. Name of Table Page No.

1 1.1 Waste plastic and their sources………………………......... 6
2 1.2 Properties of waste plastic………………………………..... 7
3 1.3 Properties of E-waste……………………………………… 9
4 3.1 Penetration Values………………………………………… 26
5 3.2 Ductility Values…………………………………………… 27
6 3.3 Specified grading of aggregates and binder…………………. 30
7 3.4 Adopted bitumen values in % and weight…………………. 31
8 3.5 Adopted E-waste values in % and weight………………………. 32
9 3.6 Adopted plastic values in % and weight………………………… 32
10 3.7 Weights of materials used in the final mix…………………………... 33
11 4.1 Stability and flow values for normal mold……………………... 34
12 4.2 Stability and flow values………………………………………… 35
VII CSMIT/ 2018-19

List of Figures
Sr. No Figure Name of figure Page No.
No
1 1.1 Components of typical flexible pavement…………….. 2
2 1.2. Plastic waste…………………………………………... 5
3 1.3 Plastic waste shredding………………………………... 5
4 1.4(a) E-waste………………………………………………... 8
5 1.4(b) E-waste………………………………………………... 8
6 3.1 Methodology flow…………………………………….. 16
7 3.2 Collection of aggregates from site…………………….. 18
8 3.3 Bitumen drums at the plant……………………………. 19
9 3.4 E-waste cut into small pieces…………………………. 20
10 3.5 E-waste in store room…………………………………. 20
11 3.6 Storeroom…………………………………………….. 20
12 3.7 Shredded plastic……………………………………….. 21
13 3.8 Plastic waste…………………………………………... 21
14 3.9 Impact testing machine………………………………... 22
15 3.10 Los Angeles apparatus………………………………… 23
16 3.11 Penetrometer………………………………………....... 24
17 3.12 Ductility test apparatus………………………………... 26
18 3.13 Marshall stability test concept………………………… 28
19 3.14 Marshall stability test apparatus………………………. 29
20 4.1 Stability graph………………………………………… 34
21 4.2 Flow graph…………………………………………….. 34
22 4.3 Stability graph………………………………………… 35
23 4.4 Flow graph…………………………………………….. 35
24 4.5 Stability graph………………………………………… 36
25 4.6 Flow graph…………………………………………….. 36
26 4.7 Stability graph………………………………………… 37
27 4.8 Flow graph…………………………………………….. 37
VIII CSMIT/ 2018-19

Chapter 1
Introduction
1.1 Flexible Pavement
1.1.1 Introduction
Flexible pavements are those, which on the whole have low or negligible flexural strength and
are rather flexible in their structural action under the loads. The flexible pavement layers may
reflect the non-recoverable as well as recoverable deformations of the lower layers including the
subgrade on to the upper layers and also to the pavement surface. Thus if the lower layer of the
pavement or soil subgrade gets deformed or undulated due to permanent deformation, the flexible
pavement layers and also the pavement surface may get undulated to somewhat similar patterns.
The flexible pavement structure is usually designed for a life of 15 years or more, but will need
re-surfacing or strengthening layers to be added/ laid periodically on the surface depending on the
functional and structural deterioration or damages caused due to the combined effect of traffic
and weather.
1.1.2 Components of Flexible Pavement
The component layers of a flexible pavement laid over the subgrade are:
1) Bituminous surface course (B.C)

2) Bituminous binder course (D.B.M)
3) Granular base course (W.M.M)
4) Granular subbase and drainage layer (GSB)
1 DEPARTMENT OF CIVIL
Fig. 1.1 Components of a typical flexible pavement
This consists of a wearing surface at the top, the base course followed by the sub-base course-
cum-drainage layer below. The lowest layer is the compacted soil subgrade which has also the
lowest stability among the four typical flexible pavement components. Each of the flexible
pavement layers above the subgrade, viz., sub-base, base course and the surface course may
consist of one or more number of layers of the same or slightly different materials and
specifications.
1.1.3 Construction of Flexible Pavements
Flexible pavement is constructed in layers. The detailed construction of the flexible pavement in
layers is given as follows:
1.1.3.1 Construction of Sub Grade
Materials:
a) Selected soil
b) Moorum
c) Gravel
d) Aggregate (maximum 50 mm)
Construction steps:
1) The subgrade is constructed by spreading the loose soil and compacting the same at an
optimum moisture content of the soil in the layer.
2) The maximum compacted thickness of each layer is generally limited to 200 mm as per
MORTH.
1.1.3.2 Construction of Sub Base Course and Drainage Layer
Materials:
a) Crushed stone aggregates

b) Gravel
c) Coarse sand
d) Selected soil with less fine and plasticity
Construction method:
1) GSB layer is constructed on the top of the prepared subgrade.

2) The sub-base material is spread to a uniform thickness and specific cross slope using a
motor grader by adjusting the blade of the grader.
3) Then the moisture content of the material is checked and an additional quantity of water
required to bring up to optimum moisture content is sprinkled at the uniform rate using a
truck-mounted sprinkler.
4) The watered material is mixed properly using machineries such as disc harrows and
rotators.
5) The mixed material is spread to the desired thickness, grade, and camber using motor
grader with hydraulic controls of the blade.
6) Loose GSB layer is compacted by rolling.
1.1.3.3 Construction of Granular Base Course
Material:
a) Hard crushed aggregates

b) The adequate proportion of water mixed thoroughly in a mixing plant
Construction steps:
1) Wet mix macadam (WMM) mix is prepared in the mixing plant.
2) The WMM mix is transported to the site and spread using a self-propelled type paver
finisher machine.
3) WMM layer is compacted using a vibratory roller of a minimum static weight of 10
tonnes and compacted thickness is less than 200 mm.
4) After that WMM layer is dried for at least 24 hours in dry weather.
1.1.3.4 Construction of Bituminous Pavement Payers
There are three types of bituminous pavement layers:
1) Bituminous macadam
2) Penetration macadam
3) Built up spray grout
1.1.3.4.1 Construction of Bituminous Macadam
Materials:
a) Bitumen binder of grade VG30,20

b) Max. Size of aggregate 50 mm
Construction steps:
1) Aggregates and bituminous binder heated and mixed in a hot mix plant at a specified
temperature.
2) This mix is transported to the construction site by using trucks
3) This hot mixture is laid with a mechanical paver.
4) After that, it is compacted by using a roller.
5) 1.1.3.4.2 Construction of penetration macadam
6) The coarse aggregates of the specified size are first spread and compacted well in the dry
state.
7) Compacted thickness 50-75 mm.
8) After compacting of dry aggregates, a hot bituminous binder of the specified grade is
spread in large quantity on the top of this layer.
9) Filling up part of void and binding by key aggregate.
1.1.3.4.2 Construction of Built Up Spray Grout
It consists of a two-layer composite construction of compacted crushed stone aggregates with a

bituminous binder applied after each layer and key aggregates placed on the top surface.
1.2 Plastic
1.2.1 Introduction
Plastic is a non-biodegradable material and researchers have found that the material can remain
for a long duration on earth without degradation. Plastic is a multipurpose material. Due to its
large scale production plastic seemed to be a cheaper and valuable raw material for every
fundamental sector of the economy starting from agriculture to packaging, building construction,
electronics, electrical, automobile and communication sectors. c. Looking forward to the scenario
of present lifestyle a complete ban on the use of plastic cannot be put although the waste plastic
taking the face of the devil for the present and future generation.
Fig. 1.2 plastic waste Fig. 1.3 plastic waste shredding
1.2.2 Types of Plastic and Their Sources
Types:
1) Polyethylene terephthalate (PETE)

2) High-density polyethylene (HDPE)
3) Polyvinyl chloride (PVC)
4) Low-density polyethylene (LDPE)
5) Polypropylene (PP)
6) Polystyrene PS)
Waste Plastic Origin

LDPE Carry bags, sacks, milk pouches, bin lining, cosmetic and detergent
bottles.
HDPE Carry bags, bottle caps, household articles, etc.
Polyethylene Bottle caps and closures, wrappers of detergent, biscuit, vapor packets,
Terephthalate microwave trays for a readymade meal, etc.
Polypropylene Yogurt post, clear egg packs, bottle caps. Foamed polystyrene: food trays,
egg boxes, disposal cups, protective packaging, etc.
Polystyrene Mineral water bottles, credit cards, toys, pipes and gutters, electrical
fittings, furniture, folders & pens, medical disposables, etc.
Table 1.1 Waste plastic & their sources
1.2.3 Use of Plastic as a Construction Material in Flexible Pavements
Objectives:
1) To utilize the waste plastic as useful binding material.

2) Analysis of the properties of the bituminous mix specimen.
3) To increase the stability and the life of the road pavement.
4) To increase the flow value.
5) To reduce the cost of material.
As we cannot completely ban the use of plastic but we can reuse plastic waste. Several studies
have verified that plastic (LDPE/HDPE) can be used in experimental works related to flexible
pavements bitumen and bituminous mixes are modified in order to improve the performance of
bituminous concrete mixtures.
The effect of modification varies with the percentage of the modifier used. In general
consumption of such waste materials in the highway, the sector is a valuable dumping alternative,
which reduces the disposal cost and saves the environmental pollution. Consequently, with
improved durability and resistance against deformation to conventional bituminous mixes, the
durability of the roads is increased. In this work, focus on to deal with the problem attempt is
made on the use of plastic waste as a partial replacement by the wet mix process.
LDPE and HDPE plastics are the most commonly recycled types of plastic.
PROPERTY HDPE LDPE

Melting Point 1350C 1150C
Structure It has a linear structure. It has lots of branches.
Therefore, it can be Therefore, it is hard to
compressed, and it is less compress, lightweight and
flexible and stronger. flexible.
Density 0.95-0.97 gm/cm3 0.91-0.94 gm/cm3
Plastic Resign Codes 2 4
Tensile Strength & Has stronger intermolecular LDPE has weaker
Intermolecular forces forces & tensile strength. intermolecular forces & tensile
strength.
Chemical Properties HDPE is chemically inert, and LDPE is less chemically inert
resist ultraviolet rays compare & when exposed to light and
to LDPE. oxygen results in loss of
strength.
Table 1.2 Properties of waste plastic
Plastic roads would be helpful for India's hot and extremely humid climate, where temperatures
frequently cross 40°C and torrential rains create havoc, leaving most of the roads with big
potholes. In my research work, I have done a thorough study on the methodology of using plastic
waste in bituminous mixes and presented the various tests performed on aggregates and bitumen.
The use of plastic along with the bitumen in the construction of roads not only increases its life
and smoothness but also makes it economically sound and environmentally friendly. Plastic
waste is used as a modifier of bitumen to improve some of the bitumen properties Roads that are
constructed using plastic waste are known as Plastic Roads and are found to perform better
compared to those constructed with conventional bitumen.
1.3 E-Waste
1.3.1 Introduction
E-waste or electronic waste is created when an electronic product is discarded after the end of its
useful life. The rapid extension of technology means that a very large amount of e-waste is
created every minute. This waste may be defined as discarded computers, office electronic
equipment, entertainment devices, mobile phones, television sets, and refrigerators. This includes
used electronics that are destined for reuse, resale, salvage, recycling or disposal as well as re-
usable.
Fig. 1.4(a) E-Waste Fig. 1.4(b) E-Waste
1.3.2 E-Waste as a Construction Material in Flexible Pavement
The development of technology is at an amazing rate today the development in the field of
electronics is huge and notable in spite of its notability there is a hugely dangerous and
controversial thing behind its usage due to the use of large electronic components in day-to-day
life, its waste also increases. So we the engineers and technologists are in need of a new arena to
find the best system for e-waste management. One such system is "effective management of e-
waste as a part of construction materials" which is surely going to be the biggest revolution in the
management of e-waste. Our proposed system deals with the management of e-waste as a part of
construction materials.
Some of the main properties of E-waste as obtained from works of literature are:
Tests Value
Crushing Test 30%
Impact Test 28.5%
Specific Gravity 0.99
Table 1.3 Properties of E-waste
The overall idea is mixing the e-waste in the construction practice as Replacement for coarse
aggregate and thereby reducing the waste in a greater way now we have started implementing this
idea the work progress is at the initial stage. Once it becomes successful it is going to be the
greatest boon in the management of e-waste. The production of electric and electronic equipment
is one of the fastest growing manufacturing activities. The development has resulted in an
increase of waste electric and electronic equipment. Rapid economic growth, coupled with
urbanization growing demand of consumer goods, has increased both the consumption of
Electronic Wastes which can be the source of the hazardous wastes that pose a risk to the
environment and to sustainable economic growth.
1.4 Benefits of Plastic Waste and E-waste Roads
1) Reduce the need for bitumen & aggregate.

2) Better resistance to moisture.
3) Reduction in potholes.
4) The disposal of waste plastic will no longer be a problem.
5) Safe and economical disposal of waste.
6) The cost of road construction is also decreased.
7) Better resistance towards rainwater and water stagnation.
1.5 Problem Statement
The plastic wastes could be used in road construction and the field tests withstood the stress and
proved that plastic wastes used after proper processing as an additive would enhance the life of
the roads and also solve environmental problems. The present write-up highlights the
developments in using plastics waste to make plastic roads. The rapid rate of urbanization and
development has led to increasing plastic waste generation.
As stated above, plastic disposal is one of the major problems for developing countries like India,
at the same time India needs a large network of roads for its smooth economic and social
development. The scarcity of bitumen needs deep thinking to ensure fast road construction.
1.6 Objective
 To study the use of electronic waste and waste plastic in bitumen roads by wet mix
process.
 To find an alternative method for the disposal of electronic waste and plastic waste in eco-
friendly ways.
 To compare the properties of the conventional bituminous mix with polymer modified
bituminous mix by wet mix process.
 Find a suitable alternative over conventional materials with cost reduction and
improvement in strength and other parameters in flexible pavements.
Chapter 2
Literature Review
2.1 Introduction
Since many years the utilization of plastic in flexible pavements has been done to increase the
stability, durability of roads and reduce the cost of construction of roads by replacing some
percentage of bitumen with that of the waste plastic. The LDPE/HDPE can only be used in this
technique as it gets softened at the desired temperature i.e., 160˚C and coated over the aggregates.
There is no modification in the plant is required because plastic is mixed at the same time when
aggregates are poured into Hot Mix Plant for 30 - 50 sec, hence no fuel consumption takes place.
There is consistent research still going on to attain the optimality and many have started to use
the plastic in road construction.
2.2 Works of literature about Utilization of Waste Plastic & E-waste
Zoorab and Suparma (2000) have suggested the use of plastics which were mainly composed of
polyethylene and low-density polyethylene (LDPE) in bituminous mixes and this resulted in
better durability and fatigue life. An increase of 20% in stability and about 30% in indirect tensile
strength (ITS) was observed with mixes modified by using plastic wastes.
Bangalore Process (2002) is a study regarding plastic roads presented. A 25 km plastic road was
laid in Bangalore. The plastic road showed superior smoothness, uniformity and less rutting as
compared to a plastics-free road laid at the same time, which began developing “crocodile
cracks” soon after. The process was also approved in 2003 by the CRRI (Central Road Research
Institute Delhi). Road life improves through improved tackiness and viscosity of the bituminous
mix, thereby binding the stones more firmly together and improving the water-resistance of the
mix to rain, etc.
Justo et al (2002) made use of the processed plastic bags as an additive in bituminous concrete
mixes. The properties of the modified bitumen were compared with ordinary bitumen. It was
observed that the penetration and ductility values of the modified bitumen decreased with the
increase in the proportion of the plastic additive, up to 12 % by weight. Therefore the life of the
pavement surfacing course using the modified bitumen is also expected to increase substantially
in comparison to the use of ordinary bitumen.
Prof. C.E.G Justo (2002) has provided significance of plastic in terms of cost reduction, increase
in strength and durability when these plastics are heated and coated upon the aggregates (160˚C)
to compensate the air voids with plastic and binds with aggregate to provide stability. States that
addition of 8% percent by weight of processed plastic is desirable in saving 0.4% bitumen by
weight of the mix.
Dr. R. Vasudevan (2006) has suggested that the use of waste plastic in bitumen increases the
binding property as compared to the conventional bitumen. It improves the properties of bitumen
resulting in an increase in softening Point and a decrease in penetration value thus improving the
durability.
Devesh Ojha et al (2006) has proposed the design of Flexible Pavement using Waste Plastic. In
the current era of economic development with such a hefty population, it is required to have a
dense network of the road for the smooth transportation of goods & passengers. India, despite
having one of the largest railway networks moves mostly on roads. Be it passenger or freight all
move on roads. Nearly 65% of freight and 85% of passenger traffic use roads for their movement.
Today India has 3.34 million km of road network out of which 65579km is the network of
national highways. In this study the methodology & design of proposed plastic tar road.
Mohammad T. Awwad et al (2007) have used polyethylene as one sort of polymers to

investigate the potential prospects to enhance asphalt mixture properties. The objectives also
include determining the best type of polyethylene to be used and its proportion. Two types of
polyethylene were added to coat the aggregate High-Density Polyethylene (HDPE) and Low-
Density Polyethylene (LDPE). The results indicated that grinded HDPE polyethylene modifier
provides better engineering properties. The recommended proportion of the modifier is 12% by
the weight of bitumen content. It is found to increase the stability, reduce the density and slightly
increase the air voids and the voids of mineral aggregate.
Sasane Neha et al (2008) has studied the application of waste plastic as an effective construction
material in the flexible pavement. The research methodology in this study has adopted various
tests to investigate the results on aggregate, bitumen, and plastic and aggregate-bitumen-plastic
mix. The tests conducted were water absorption, aggregate impact, loss Angeles and aggregate
crushing test [is: 2386 (part 4)-1963] for aggregates and softening point, penetration test and
ductility test [is: 1203-1978] for bitumen. For mixing the ingredients of the road mix, the dry
process was adopted. In this process, waste plastic is mixed with aggregates and blends of
polymer modified aggregate are prepared by mixing bitumen in it. These blends are later tested in
the laboratory and the required optimum results are obtained. This paper includes the results of
the various laboratory tests conducted on bitumen, aggregate and bitumen-aggregate plastic mix.
it shows that with the increase of waste plastic in bitumen increases the properties of aggregate
and bitumen. And the use of waste plastic in flexible pavements shows good results when
compared with conventional flexible pavements.
Shankar et al (2009) blended crumb rubber modified bitumen (CRMB 55) at specified
temperatures. Marshall's mix design was carried out by changing the modified bitumen content at
constant optimum rubber content and subsequent tests have been performed to determine the
different mix design characteristics and for conventional bitumen (60/70) also. This has resulted
in much-improved characteristics when compared with straight run bitumen and that too at
reduced optimum modified binder content (5.67%).
P.K. Jain et al. (2012) have observed that the Stability, rutting and retained stability of
bituminous mixes and modulus values are better and also less susceptible to moisture. Waste
plastic modified bituminous surfacing is more durable and offers improved performance. The
optimum dose of plastic waste is 0.4% by weight of the mixture and 8% by weight of bitumen.
M. S. Ranadive et al. (2012) has found that replacement with e-waste can improve the Marshall
stability of the modified mix. It was also concluded that 5.5 % bitumen content and 10 % e-waste
as replacement attained maximum strength, which was approximately 11% more than the
nominal control mix. The use of e-waste was saved bitumen consumption by 5.33% and 10%
aggregate by total volume. The bituminous concrete mix with 10% e-waste was found to be the
optimal mix. The fly ash along with E-waste as filler replacement shows unsatisfactory results in
which strength was not improved (strength decreases with the addition of both materials) and it
was found that about 14.78 % stability was decreased as compared with the nominal control mix.
Amit Gawande (2012) has observed that plastic waste in municipal solid waste (MSW) is
increasing due to an increase in population, urbanization, development activities and changes in
lifestyle which leading widespread littering on the landscape. Thus disposal of waste plastic is a
menace and becomes a serious problem globally due to their non-biodegradability and
unaesthetic view.
Rishi Singh Chhabra (2014) after a large number of originates materials and technologies have
been invented to determine their suitability for the design, construction, and maintenance of these
pavements. Plastics and rubbers are one of them. Also considering the environmental approach,
due to the excessive use of polythene in the day to day business, the pollution to the environment
is enormous. The use of plastic materials such as carry bags, cups, etc. is constantly increasing
day by day. The use of these materials as a road construction proves eco-friendly, economical and
use of plastic gives strength in the sub-base course of the pavement.
M.S. Ranadive et al. (2015) have been made that the specimen of 8% waste polymer modified
bitumen (WPMB) mix show 50% enhanced tensile strength compared to conventional mix and
more resistance to water damage. The tests are conducted on the bituminous specimens to know
the stability, flow value, bulk density, percent air voids, and percent V.M.A. and presented. The
Maximum density of compacted specimens is observed at 5.5% bitumen content for all the
proportions of plastic, and there is a sudden increase in stability when the natural aggregates are
coated with plastic which is water resistant and hence increasing stripping value.
Sunil J. Kulkarni (2015) has summarized the minimization of waste material is an important
aspect of modern growth and development initiatives. Plastic is used in various domestic and
industrial applications. The use of plastic bags and bottles is very common. The disposal of
plastic waste is a major problem due to the non-biodegradable nature of plastic. The plastic can
be used as feedstock for ethanol like products. It can be used for road construction and other
construction-related activities. The current review summarizes the research on the use of waste
plastic.
Kadam Digvijay et al. (2015) observed this study it was found that 7.5 % of aggregate was
volumetrically replaced by Electronic waste in the DBM layer with 5.5 % optimum bitumen
content (OBC). As the e-waste percentage was increased beyond 7.5% the stability was decreased
which clearly indicates negative results due to excess use of e-waste. The outcomes from the
laboratory investigation proved that the use of Electronic waste is suitable in the construction of
flexible pavement which also helps in cost saving.
Ranadive and Tapase (2015) have observed the benefits of the use of plastic in the bituminous
mix in shredded form. Conventional (without plastic) and mix with variation in plastic waste
(5%, 10%, 15%, and 20%) as a replacement to bitumen mixtures were subjected to performance
tests including marshal stability. Based on the experimental study it is observed that 10% of
bitumen can be replaced by plastic waste in a bituminous layer having 5.5% optimum bitumen
content. Cost reduction in bitumen is nearly about 8.00% when the bitumen is replaced by 10%
plastic waste.
USE OF PLASTIC AND E-WASTE IN FLEXIBLE PAVEMENT
Chapter 3
Methodology
Collection of material required for experimental work
Performing various test on collected materials such as aggregates and bitumen for
their further use
Marshall test preparation
Performing marshall stability and flow value test according to above designed mix
on various bitumen mixers
Results
Conclusion
Fig. 3.1 Methodology flow

3.1 General
First, we have calculated the data required for the project work which showed us how pollution is
increasing day by day and also how the increase in transportation systems is also required. So
there should be an eco-friendly way to overcome both situations simultaneously. For that, we
have to make experimental work on use plastic and E-waste in the flexible pavement.
For that, we have collected materials required for flexible pavement constriction and with these
materials, we have performed various tests for checking their suitability in experimental work
After that, we have performed the Marshall Stability test on bitumen samples made with bitumen
and aggregates. After that, we had partially replaced aggregates and bitumen with E-waste and
plastic respectively. We had performed these tests using various standard considerations given as
MORTH. After tests, we got our results and basis of these results we made our conclusion
3.2 Collection of Materials

3.2.1 Aggregates
The stone aggregates are used in the construction of various pavement layers. Most of the
aggregates are prepared by crushing of natural rock. The aggregates are specified based on their
grain size, shape, texture and gradation. The crushed aggregates of different sizes are separated
by sieving through square sieves of successively decreasing sizes. The required aggregate sizes
are chosen to fulfill the desired gradation. The grading, tests, and specifications of stone
aggregates for the different road making purposes have been specified by various agencies like
IRC, BIS, ASTM and BSI.
We have collected aggregates from construction site ongoing on our campus. We have collected a
total of 50 kg of aggregates for our work. We have also collected around 5 kg of additional filler
material. After collection we have sieved these aggregates from 12.5 mm IS sieve, 10 mm IS
sieve, 4.75 mm IS sieve and 2.36 mm IS sieve. After sieving, we had stored that sieved
aggregates in different bags with sizes written on the bags for further use in various tests.
Fig. 3.2 Collection of aggregates from site

3.2.2 Bitumen
Bitumen is a complex organic material and occurs either naturally or may be obtained artificially
during the distillation of petroleum. Bituminous materials are very commonly used in highway
construction because of their binding and waterproofing properties. Paving grade bitumen which
is obtained from the distillation process of petroleum crude is extensively used in the construction
of flexible pavement layers particularly the surface and binder courses.
We have collected bitumen directly from bitumen plant situated in the Koperkhairane MIDC
area. The plant and owner details are given as below:
Plant Name: Sanjivani Industries
Owner Name: Utsav Agarwal
Plant Address: A-676, TTC Industrial Area, Khairane MIDC, Navi Mumbai, Maharashtra 400709
Contact No.: 9820955635
Fig. 3.3 Bitumen drums at the plant

We have discussed our project with the owner he really liked our idea and gave us around 4kg of
bitumen for our experimental work.
3.2.3 E-waste
We have partially replaced aggregates with E-waste. We had used mobile phones, tablets,
computer keyboards, computer mouse as E-waste for our project work. We had collected this E-
waste such as mobiles and tablets from our classmates and also from our own houses. Also, we
had collected E-waste such as computer keyboards and computer mouse are from our college
computer labs storeroom. Prof. Punit provided us E-waste which is available in the storeroom.
After collecting this waste we had cut that waste into small pieces of 1 cm length by using cutters
available in the college mechanical workshop under the guidance of Sachin sir. We had cut
around 2-3 kg of E-waste for our work.
Fig. 3.4 E-waste cut into small pieces
Fig. 3.5 E-waste in the storeroom Fig. 3.6 Storeroom
3.2.4 Plastic
We have used the LDPE plastic type for partial replacement of bitumen as its major properties are the
same as properties of the bitumen binder. Sources of LDPE plastic carry bags, sacks, milk pouches,
bin lining, cosmetic and detergent bottles. We have collected carry bags used for vegetables from
different neighbor houses of all group members.
We had collected around 200 to 300 gm of plastic from various neighbor houses. After collecting
plastic we had cut that plastic into small pieces by using small scissors as there is no availability of
the shredding machine in the college.
Fig. 3.7 Shredded plastic Fig. 3.8 Plastic waste
3.3 Material Testing

3.3.1 Aggregates
Following tests are carried out for judging the desirable properties and suitability of stone aggregates
are listed below:
Aggregate impact test (To assess the toughness of resistance to impact)
Los Angeles abrasion test (To evaluate the hardness and also toughness
3.3.1.1 Aggregate Impact Test
The aggregate impact test is carried out to evaluate the resistance to the impact of aggregates to
fracture under repeated impacts; the test has been standardized by the Bureau of Indian Standards
(BIS). The aggregate impact testing machine consists of a metal base and a cylindrical steel cup of
internal diameter 102 mm and depth 50 mm in which the aggregate specimen is placed. A cylindrical
metal hammer of weight 13.5 to 14 kg having a free fall from a height 380 mm is arranged to drop
through vertical guides. The aggregate impact testing machine is shown in fig.3.9.
Procedure:
The test sample consists of aggregates sized 10 mm and 12.5 mm. Aggregates may be dried by
heating at 100-1100C for a period of 4 hours and cooled.
Sieve the material through 12.5 mm and 10 mm IS sieves comprise the test material.
Pour the aggregates to fill about just 1/3rd depth of the measuring cylinder.
Compact the material by giving 25 gentle blows with the rounded end of the tamping rod.
Add two more layers in a similar manner, so that the cylinder is full.
Determine the net weight of the aggregates to the nearest gram.
Bring the impact test machine to rest without wedging or packing up on the level plate, block or floor
so that it is rigid and the hammer guide columns are vertical.
Fix the cup firmly in position on the base of the machine and place the whole of the test sample in it
and compact it by giving 25 gentle blows with a tamping rod.
Raise the hammer until its lower face is 380 mm above the surface of the aggregate sample in the cup
and allow it to free on the aggregate sample give 15 such blows at an interval not less than 1 second
between successive falls.
Remove the crushed aggregate from the cup and sieve it through 2.36 mm IS sieve until no further
significant amount passes in 1 minute, weigh the
fraction passing the sieve to an accuracy of 1 gm also
weigh the fraction retained in the sieve
Observations:
W1=Weight of the surface dry samples taken in the
mold.
= 680 gm
W2=Weight of frication passing 2.36mm sieve.
= 196.2 gm
Aggregate Impact value = W2/W1 x 100
=196.2/680 x 100
=16.35%
Fig. 3.9 Impact testing machine
For dense bitumen macadam impact value should not exceed 27% hence our aggregates are safe for
further use.
3.3.1.2 Los Angeles Abrasion Test

Abrasion is a measure of resistance to wear or hardness. It is an essential property for road aggregate
especially when used in wearing course. Due to the movements of traffic, the road stones used in the
surfacing course are subjecting to wearing at the top. When traffic moves on the road the soil particle
(Sand) which comes between the wheel and road surface causes abrasion on the road stone. The
abrasion test on aggregate is found as per IS-2386 Part-IV.
Procedure:
Dirty or coated aggregate shall be washed. Dried to constant mass at 110 0-1150C, and cooled to –
room temperature before preparing the test specimen.
Place the test specimen and abrasive charge in the Los Angles Abrasive Testing machine and close
the opening with the dust-tight cover.
Start the testing machine and allow operating for

the required number of revolutions.
When the testing machine has completed rotating

the required number of revolution, remove the
cover and carefully empty the entire contents into a
pan. Remove the abrasive charge from the pan.
Separate the test specimen on the 4-75mm sieve, Fig. 3.10 Los Angeles Apparatus
and then sieve the passing 4.75mm material on the 1.70mm sieve. Combine the material retained on
the 4.75 and 1.75 sieves. Weigh and records these values to the nearest 1g.
Observations:
Original weight of aggregate sample (w1) = 5000 gm
Weight of aggregate sample retained (w2) = 4420 gm
Weight passing through 1.7 mm IS sieve = 580 gm
Abrasion value = (w1-w2)/w1*100
= (5000-4420)/5000*100
= 11.6 %
For dense bitumen macadam maximum, acceptable abrasion value is 35 % and our abrasion value is
lesser than this value hence our aggregates are safe for use.
3.3.2 Bitumen
Following tests are carried out on bitumen to judge its suitability for further use:
Penetration test
Ductility test
3.3.2.1 Penetration Test
Fig. 3.11 Penetrometer

Preparation of test specimen:
Soften the material to a pouring consistency at a temperature not more than 60°C for tars and 90°C
for bitumen above the approximate softening point and stir it thoroughly until it is homogeneous and
is free from air bubbles and water.
Pour the melt into the container to a depth at least 10mm in excess of the expected penetration.
Protect the sample from dust and allow it to cool in an atmosphere at a temperature between 15° to
30° C for one hour.
Then place it along with the transfer dish in the water bath at 25° ± 0.1 °C, unless otherwise stated.
Procedure:
Fill the transfer dish with water from the water bath to depth sufficient to cover the container
completely, place the sample in it and put it upon the stand of the penetration apparatus.
Clean the needle with benzene, dry it and load with the weight. The total moving load required is 100
± 0.25 grams, including the weight of the needle, carrier and super-imposed weights.
Adjust the needle to make contact with the surface of the sample. This may be done by placing the
needlepoint in contact with its image reflected by the surface of the bituminous material.
Make the pointer of the dial to read zero or note the initial dial reading.
Release the needle for exactly five seconds. Adjust the penetration machine to measure the distance
penetrated.
Make at least 3 readings at points on the surface of the sample not less than 10 mm apart and not less
than l0mm from the side of the dish. After each test returns the sample and transfer dish to the water
bath and wash the needle clean with benzene and dry it.
In the case of the material of penetration greater than 225, three determinations on each of the two
identical test specimens using a separate needle for each determination should be made, leaving the
needle in the sample on completion of each determination to avoid disturbance of the specimen.
Observations:
Dial Reading Test 1 Test 2 Test 3
Initial 200 264 333
Final 264 333 407
Penetration Value 64 69 74
Table 3.1 Penetration values
Actual test temperature = 25 °C
Mean Penetration Value = 69
3.3.2.2 Ductility Test
Fig. 3.12 Ductility test apparatus
Procedure:
Melt the bituminous test material completely at a temperature of 75°C to 100° C above the
approximate softening point until it becomes thoroughly fluid.
Strain the fluid through IS sieve 30.
After stirring the fluid, pour it in the mold assembly and place it on a brass plate. In order to prevent
the material under test from sticking, coat the surface of the plate and interior surfaces of the sides of
the mold with mercury or by a mixture of equal parts of glycerin and dextrin.
After about 30-40 minutes, keep the plate assembly along with the sample in a water bath. Maintain
the temperature of the water bath at 27° C for half an hour.
Remove the sample and mold assembly from the water bath and trim the specimen by leveling the
surface using a hot knife.
Replace the mold assembly in the water bath for 80 to 90 minutes. Remove the sides of the mold.
Hook the clips carefully on the machine without causing any initial strain. Adjust the pointer to read
zero. Bistort the machine and pull clips horizontally at a speed of 50 mm per minute. Note the
distance at which the bitumen thread of specimen breaks.
Observations:
Reading Bitumen No. 1 Bitumen No. 2 Bitumen No. 3
Initial 0 0 0
Final 76.8 75.8 76.6
Ductility (b-a) 76.8 75.8 76.6
Table 3.2 Ductility values
Bitumen Grade = S-65
Test Temperature = 27° C

Ductility Value = 76.4
3.4 Marshall Stability Test
3.4.1 Introduction
Marshall Stability test is conducted on compacted cylindrical specimens of a bituminous mix of

diameter 101.6 mm and thickness 63.5 mm. The load is applied perpendicular to the axis of the
cylindrical specimen through a testing head consisting of a pair of cylindrical segments at a constant
rate of deformation of 51 mm per minute at the standard test temperature of 600C.
The ‘Marshall Stability' of the bituminous mix specimen is defined as maximum load carried in kg at
a standard test temperature of 600C when the load is applied under specified test conditions. The
‘Flow Value' is the total deformation that the Marshall test Specimen undergoes at the maximum
load, expressed in mm units. The Marshall Stability value of the compacted specimen of bituminous
mix indicates its resistance to deformation under applied incremental load and the flow value
indicates the extent of deformation it undergoes due to loading or its ‘flexibility'. The Marshall
Stability test concept is illustrated in the figure below.
Fig. 3.13 Marshall Stability test concept
3.4.2 Marshall Stability testing machine
The Marshall Stability testing machine has a strain controlled loading unit to move the base plate at
the rate of 51 mm per minute. The test head with the specimen is placed over the base plate and the
dial gauge is set to measure the vertical deformation of the specimen during loading. The Marshall
testing machine with an automatic recording system is also available which can record the stability
and flow values. The Marshall Stability is shown in the figure below.
Fig. 3.14 Marshall Stability test apparatus
3.4.3 Preparation of the test specimen
3.4.3.1 For Conventional Bituminous mix
The coarse aggregates, fine aggregates, and the filler material are proportional and mixed in such a
way that the final gradation of the mixture is within the range specified for the desired type of
bituminous mix. The maximum permissible size of coarse aggregates for the preparation of
conventional Marshall Stability test specimen is 25 mm. The type and gradation of the aggregate to
be used, the type of bituminous binder and the range of the binder content to be used for the
preparation of the bituminous mix specimens are as given in the relevant standard specifications
(Such as the Indian Roads Congress or any other standard agency or as per ‘job mix formula’
specified for the project).
Nominal aggregate size* 19mm 13mm

Layer Thickness 50-65 mm 30-45 mm
Percentage Passing by weight
Sieve Size, mm Grade 1 Grade 2
26.5 100 -
19 79-100 100
13.2 59-79 79-100
9.5 52-72 70-88
4.75 35-55 53-71
2.36 28-44 42-58
1.18 20-34 34-48
0.6 15-27 26-38
0.3 10-20 18-28
0.15 5-13 12-20
0.075 2-8 4-10
Bitumen content, % by weight of total mix 5.0 to 6.0 5.0 to 7.0
Bitumen grade VG 30 (penetration 65) VG 30 (penetration 65)
Table 3.3 Specified grading of aggregates and binder for bituminous concrete
The aggregates and filler are mixed together in the desired proportion to fulfill the design
requirements and the specified gradation. The required quantity of the mineral aggregate mix is
weighed to produce a compacted bituminous mix specimen of 63.5mm thickness approximately
(about 1200 g of the aggregates mix may be required). The mix is heated to a temperature of 175 0C
to 1900C (not exceeding 280C above the mixing temperature). The compaction mold assembly and
rammer are also kept preheated at a temperature of 950C to 1500C.
The required quantity of bitumen binder is heated to a temperature of 120 0C to 1650C (depending on
the type and grade of binder used). The amount of bitumen added in the samples is given in
percentage which is shown in the following table.
Mould no. Bitumen % The weight of bitumen (gm)

Mould 1 6.5 78
Mould 2 7 84
Mould3 7.5 90
Mould4 8 96
Table 3.4 Adopted Bitumen Values in Percentage and Weight
The bitumen is added to the heated aggregate and the mixture or by hand mixing with a trowel until
the surface of the aggregates is uniformly and fully coated with the binder. The recommended mixing
temperature for VG 10 grade bitumen (equivalent to 80/100 penetration grade bitumen) is about
1540C and that for VG 30 grade (60/70 penetration grade) bitumen is about 160 0C.
The mix is placed in the pre-heated mold and is compacted by standard rammer with a height of drop
of 457 mm at the specified temperature, by applying 75 blows on either side. After the compaction,
the specimen with the mold is allowed to cool down to the room temperature and the test specimen is
carefully extruding from the mold. If the specimen in the first trial does not fulfill the thickness
requirement of 63.5 mm the weight of the aggregate taken may be suitably altered in the next trial at
least three test specimens are prepared for each bitumen mix.
3.4.3.2 For Bitumen Mix Made Partially Replacing Aggregates with E-waste
The aggregate sample of 1.2 kg is prepared by using a conventional method then the Amount of E-
waste is replaced by aggregates.
The amount of E-waste added and weight of aggregate after replacing is given in the following table
The weight of
The weight of E-
Mould no. E-Waste % aggregate After
Waste (gm)
replacement (gm)
Mould 1 7.5 90 1110
Mould 2 10 120 1080
Mould 3 12.5 150 1050
Mould 4 15 180 1020
Table 3.5 Adopted E-Waste Values in Percentage and Weight
After replacing aggregates with E-waste bitumen Sample is prepared by the Conventional method
describes as above.
3.4.3.3 For Bitumen Mix Made Partially Replacing Bitumen with Plastic
The aggregate sample of 1.2 Kg is taken and bitumen is replaced by plastic and the amount of
bitumen replaced by plastic and weight of bitumen after replacing is given in the following table.
The weight of
Weight Of Plastic
Mould no. Plastic % bitumen After
(gm)
replacement (gm)
Mould 1 5 3.9 74.1
Mould 2 5.5 4.62 79.38
Mould 3 6 5.4 84.6
Mould 4 6.5 6.24 89.76
Table 3.6 Adopted Plastic Values in Percentage and Weight
After replacing Bitumen with Plastic bitumen Sample is prepared by the Conventional method
describes as above.
3.4.3.4 For Bitumen Mix Made with Simultaneously Replacing Bitumen with
plastic and E-waste with Aggregates
In this process, we have partially replaced aggregate with E-waste and bitumen with plastic at the
same time. In the above Manner, we have prepared four molds.
The weights of different materials required for the final mix are given in the following table.
The weight of
The weight of The weight of The weight of E-
Mould no. plastic (gm)
aggregate (gm) bitumen (gm) waste (gm)
Mould 1 1110 74.1 90 3.9

Mould 2 1080 79.38 120 4.62
Mould 3 1050 84.6 150 5.4
Mould 4 1020 89.76 180 6.24
Table 3.7 Weights of materials used in the final mix
By the above-stated proportion, molds are prepared and tested on the Marshall Stability testing
machine.
3.4.4 Experimental Procedure
The prepared mold of the bituminous mix is kept for cooling for about 2 hours at room temperature.
After that the take weight of the cooled sample.
The mold is kept in water for 24 hours.
The mold is then removed from the water and the weight of samples is taken after keeping out at
room temperature.
Then the mold is tested on the Marshall Stability testing machine and the results are noted.
Chapter 4
Results and Discussion
4.1 Results
Normal molds made with aggregate and bitumen:
Mould Bitumen % Stability Value (KG) Flow Value (mm)
1 6.5 5990.73 0.15
2 7 5735.81 0.1
3 7.5 6245.66 0.15
4 8 6449.60 0.15
Table 4.1 Stability and flow values for normal mold
Stability and flow graph for Normal molds made with aggregate and bitumen:
6600.00 0.20
6400.00
Stability (KG)
6200.00 0.15
Flow(mm)
6000.00
0.10
5800.00
5600.00 0.05
5400.00
5200.00 0.00
6.5 7 7.5 8 6.5 7 7.5 8
Bitumen Content % Bitumen Content %
Fig.4.1 Stability graph Fig.4.2 Flowgraph
Moulds made by partially replacing aggregates only with E-waste:
Mould E Waste % Stability Permissible Flow Value Permissible

Value (KG) Stability (mm) Flow Value
Value (KG) (mm)
1 7.5 6016.23 5990.73 0.1 2
2 10 6016.23 5735.81 0.15 2
3 12.5 5888.768 6245.66 0.15 2
4 15 3823.88 6449.60 0.15 2
Table 4.2 Stability and flow values
Stability and flow graph for moulds made by partially replacing aggregates only with E-waste:
7000.00 0.18
6000.00 0.16
0.14
Stability (KG)
5000.00
0.12
Flow(mm)
4000.00 0.10
3000.00 0.08
2000.00 0.06
0.04
1000.00 0.02
0.00 0.00
7.5 10 12.5 15 7.5 10 12.5 15
E Waste % E Waste %
Fig. 4.3 Stability graph Fig. 4.4 Flowgraph
Molds made by partially replacing bitumen only with plastic:
Mould Plastic % Stability Permissible Flow Value Permissible

Value (KG) Stability (mm) Flow Value
Value (KG) (mm)
1 5 7137.9 5990.73 0.15 2
2 5.5 6704.53 5735.81 0.15 2
3 6 6730.02 6245.66 0.15 2
4 6.5 7163.39 6449.60 0.15 2
Stability and flow molds made by partially replacing bitumen only with plastic:
8000.00 0.16
7000.00 0.14
Stability (KG)
6000.00 0.12
Flow(mm)
5000.00 0.10
4000.00 0.08
3000.00 0.06
2000.00 0.04
1000.00 0.02
0.00 0.00
5 5.5 6 6.5 5 5.5 6 6.5
Plastic % Plastic %
Fig. 4.5 Stability graph Fig. 4.6 Flowgraph
Molds made by partially replacing bitumen with plastic and aggregates with E-waste:
Mould Stability Value Permissible Flow Value Permissible

(KG) Stability Value (mm) Flow Value
(KG) (mm)
1 6014.29 5990.73 0.15 2
2 5995.38 5735.81 0.1 2
3 4588.72 6245.66 0.15 2
4 2090.42 6449.60 0.15 2
Molds made by partially replacing bitumen with plastic and aggregates with E-waste:
7000.00 0.18
0.16
6000.00
0.14
Stability (KG)
5000.00
Flow(mm)
0.12
4000.00 0.10
3000.00 0.08
0.06
2000.00
0.04
1000.00 0.02
0.00 0.00
1 2 3 4 1 2 3 4
Mould Mould
Fig.4.8 Stability graph Fig. 4.9 Flowgraph
4.2 Discussion
In normal bitumen samples, the Marshall Stability value gets increases as the percentage of the
bitumen added is being increased as shown in table 4.1. Flow value is also under the limit of
maximum flow as shown in table 4.1. Graphical representation of the stability in fig. 4.1 also shows a
clear increase in the stability of the mold.
In molds made by partially replacing aggregates with E-waste shown an increase in the strength
better than molds made by a conventional method for about 10% of E-waste replacement after that
stability starts decreasing. Fig. 4.2 shows a graphical representation of the stability and fig. 4.3 shows
a graphical representation of the flow value of the molds.
Table 4.3 provides stability and flow values for molds made with partially replacing bitumen with
plastic, in which values of the stability show a better increase than the conventional molds. Stability
values and flow values are also represented graphically in fig.4.5 and fig. 4.6
In molds made by simultaneously replacing aggregates and bitumen with E-waste and plastic waste
respectively shows an increase in strength for about 10% of E-waste after that value of the stability
getting decreased as shown in table 4.4. So we can add up to 10% of E-waste as partial replacement
of the aggregates.
Chapter 5
Conclusion and Future scope
5.1 Conclusion
 As seen above results and graphs when E-waste percentage is about 10% it gives better
stability as compared to conventional bitumen mix but beyond 12.5% of replacement,
stability has been decreased. So we can adopt up to 10% of partial replacement of E-waste
with aggregates.
 Also from results and graphs, 5% to 6.5% partial replacement of plastic with bitumen
gives better stability values.
 By using waste plastic stability is increased and also reduces porosity and absorption of
moisture and improves properties.
 Plastic roads would be a boon for India’s hot and extremely humid climate, where
temperatures frequently cross 500C and torrential rains create havoc, leaving most of the
roads with heavy distresses. This adversely affects the life of the pavements. The polymer
modified bitumen show properties for road construction and plastic waste which
otherwise are considered to be a pollution menace. It can find its use in this process and
this can help in solving the problem of pollution because most of the plastic waste is a
polymer.
 The laboratory investigation proved that E-waste and plastic suitability in road
construction with cost saving and shows better strength.
5.2 Future Scope

 We have just done experimental work on our project due to less available time but that
not enough for us, we want to utilize this experimental work in the construction of
flexible pavement.
 By using this experimental work in the construction of flexible pavement we can eradicate
potholes, the span of the road can be increased and also it is eco-friendly in nature.
Chapter 9
References
 SHINDE, 1M.S. RANADIVE & MAHESHKUMAR KRISHNA. "PERFORMANCE

EVALUATION OF E-WASTE IN FLEXIBLE PAVEMENT –AN
EXPERIMENTAL APPROACH." International Journal of Civil, Structural,
Environmental, 2012: 1-11.
 Tapase Anand*, Kadam Digvijay and Mujawar Sahil. "UTILIZATION OF E-WASTE
AND POLYMER MODIFIED BITUMEN IN FLEXIBLE PAVEMENT." Journal of
Environmental Research And Development, 2015: 953-959.
 Indian Roads Congress IRC: 37-2012 - Guidelines for the design of flexible
pavements-August 2012
 R. Vasudevan(2011 ) "A technique to dispose of waste plastics in an eco-friendly way
– Application in the construction of flexible pavements" Construction and Building
Materials Vol. 8 Department of Chemistry, Thiagarajar College of Engineering,
Madurai, Tamil Nadu, India, pp 311–320.
 Miss Apurva J Chavan - Use of plastic waste in flexible Pavements -ISSN 2319 –
4847, Volume 2, Issue 4, April 2013
 Aslam Shahan-ur-Rahman “Use of Waste Plastic in Construction of Flexible
Pavement”, New Building Materials & Construction World, 2009
 MORTH (Ministry of Road Transport and Highway) 5th Revision, Published by Indian
Roads Congress, 2013.
 Highway Engineering Revised 10th Edition by S.K. KHANNA C.E.G. JUSTO and A.
VEERARAGVAN.

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USE OF PLASTIC WASTE AND E-WASTE IN FLEXIBLE PAVEMENT

USE OF PLASTIC WASTE & E-WASTE IN

CHANDRASHEKHAR BHARAT THOMBARE (101)

Prof. SHREYAS PANDE

CHHATRAPATI SHIVAJI MAHARAJ INSTITUTE OF

Head of Department Principal

PROJECT REPORT APPROVAL FOR B. E.

III CSMIT / 2018-19

Chapter Contents Page No.

Sr. No. Table No. Name of Table Page No.

VII CSMIT/ 2018-19

VIII CSMIT/ 2018-19

1.1 Flexible Pavement

1.1.2 Components of Flexible Pavement

1) Bituminous surface course (B.C)

Fig. 1.1 Components of a typical flexible pavement

1.1.3 Construction of Flexible Pavements

1.1.3.1 Construction of Sub Grade

1.1.3.2 Construction of Sub Base Course and Drainage Layer

a) Crushed stone aggregates

1) GSB layer is constructed on the top of the prepared subgrade.

1.1.3.3 Construction of Granular Base Course

a) Hard crushed aggregates

1) Wet mix macadam (WMM) mix is prepared in the mixing plant.

1.1.3.4 Construction of Bituminous Pavement Payers

There are three types of bituminous pavement layers:

1.1.3.4.1 Construction of Bituminous Macadam

a) Bitumen binder of grade VG30,20

1.1.3.4.2 Construction of Built Up Spray Grout

It consists of a two-layer composite construction of compacted crushed stone aggregates with a

Fig. 1.2 plastic waste Fig. 1.3 plastic waste shredding

1.2.2 Types of Plastic and Their Sources

1) Polyethylene terephthalate (PETE)

Waste Plastic Origin

1.2.3 Use of Plastic as a Construction Material in Flexible Pavements

1) To utilize the waste plastic as useful binding material.

PROPERTY HDPE LDPE

Fig. 1.4(a) E-Waste Fig. 1.4(b) E-Waste

1.3.2 E-Waste as a Construction Material in Flexible Pavement

1.4 Benefits of Plastic Waste and E-waste Roads

1) Reduce the need for bitumen & aggregate.

1.5 Problem Statement

2.2 Works of literature about Utilization of Waste Plastic & E-waste

Mohammad T. Awwad et al (2007) have used polyethylene as one sort of polymers to

Collection of material required for experimental work

Marshall test preparation

Fig. 3.1 Methodology flow

3.2 Collection of Materials

Fig. 3.2 Collection of aggregates from site

Fig. 3.3 Bitumen drums at the plant

Fig. 3.4 E-waste cut into small pieces

Fig. 3.5 E-waste in the storeroom Fig. 3.6 Storeroom

Fig. 3.7 Shredded plastic Fig. 3.8 Plastic waste

3.3 Material Testing

3.3.1.2 Los Angeles Abrasion Test

Start the testing machine and allow operating for

When the testing machine has completed rotating

Original weight of aggregate sample (w1) = 5000 gm

Weight of aggregate sample retained (w2) = 4420 gm